Automatic train-stop device.



T. T. CHALONER.

AUTOMATIC TBA IN STOP DEVICE APPLICATION FILED MAR-12,1915.

Patented Dec. 14, 1915.

n b a In C. T 5 0 mm 0 h T WITNESSES A TTOR/VEVS THOMAS '1. CHALONER, OF NEW YORK, N. Y.

AUTOMATIC TRAIN-STOP DEVICE.

Specification of Letters Patent.

Patented Dec. 14, 1915.

Application filed March 12, 1915. Serial No. 18,849.

To all whom it may concern.

Beit known that I, THOMAS T. CHALONER, a citizen of the United States, and a resident of the city of New York, borough of Manhattan, in the county and State of New York, have invented a new and Improved Automatic Train-Stop Device, of which the following is a full, clear, and exact descrip tion.

This invention relates to train stops and particularly to an automatic train stop adapted to be carried by the train and arranged to engage danger arms positioned along the track, whereby the stop mechanism will be operated for opening the air brake system of the train when the danger arms have been engaged.

Another object in view is to provide an overhead appliance in the nature of an automatic stop which is simple in operation and adapted to be operated at a minimum cost, the samebeing adaptable for use on tracks having tunnels as well as tracks not using tunnels.

A still further object in view is to provide an automatic stop structure designed to be attached to a locomotive or other part of the train and provided with a short and long arm, together with mechanism for shifting either or both arms out of operation so that the device may be entirely inoperative, operative on a track outside of a tunnel and operative within a tunnel.

In the accompanying drawings: Figure 1 is a fragmentary sectional view through part of a locomotive cab and also part of a tunnel, an embodiment of the invention 'being' shown connected with the cab, certain parts being broken away for better illustrating the structure; Fig. 2 is a side view of an embodiment of the invention removed from the cab, the same being shown in an opera tive position; Fig. 3 is a sectional view through Fig. 2 on line 3-8; Fig. 4 is a sectional view through Fig. 2 on line 4-4; Fig. 5 is a top plan view of. the signal arms and associated parts shown in Fig. 1.

Referring to the aecon'ipanying drawings by numeral, 1 indicates part of the cab of a locomotive, the same being of any desired or preferred structure. Associated with the cab l is a pipe 2 forming part of an air brake system, which pipe is supplied with a valve 3 whereby the air brake system may be opened at any time. Valve 3 may be of any desired structure and is preferably provided with an upwardly extending shaft 4 and a handle 5, the handle 5 being operable by the engineer at any time for setting the brakes or for closing the valve. The shaft -i: has rigidly connected therewith a sleeve 6 which is provided with a clutch face 7 designed to engage the clutch face 8 of sleeve 9. Sleeve 9 is rigidly secured by any desired means, as, for instance, key 10, to shaft 11 which shaft carries a manually operated handle 12. Shaft 11 extends upwardly and through the roof of the cab 1 and has secured thereto adjacent said roof a short signal arnrl3, arm 13 being secured in any desired manner, as for instance, by a key. -The shaft 11 extends a short distance above arm 13 and has keyed or otherwise rigidly secured thereto a sleeve 14: into which the lower end of an upper shaft 15 projects, said upper shaft having an annular groove 16 in which a pin 17 is inserted, whereby said upper shaft is permitted a free rotary movement but is prevented from any considerable longitudinal movement. Shaft 15 has rigidly secured thereto a sleeve 18 which is provided with an operating handle 19 extending downwardly into the cab, whereby the engineer may operate'shaft 15 and the long signal arm 20 whenever desired. The sleeve 18 is provided with a clutch face 21 and the sleeve 14 is pro vided with a clutch face 22, as more clearly shown in Fig. 2, whereby the arm 20 may be moved freely in one direction but when moved in the opposite direction will rotate shaft 11 and various parts connected there with, including valve 3, said rotation opera ing valve 3.

Ordinarily the various parts are arranged as shown in Fig. .2. this arrangement being used when the train is passing over a track outside of a tunnel. Arranged along the track at convenient intervals and at any desired place are danger arms or semaphores 23 which are adapted to engage the long arm 20 whenever the semaphores are at the the engineer operates the handle 19 so as to move thearm 20, whereby the same will point directly to the front or move the same for a half revolution to the position shown in Fig. 1. This will allow the device to clear the side walls and roof of the tunnel. It will be noted that when arm 20 is swung in this manner the shaft 11 and various parts connected therewith, including valve 3, are not molested. However, if the sema phore arm 23 is thrown to danger within any tunnel the same will strike the short arm 13 and operate shaft 11 and associated parts until valve 3 is opened, thus applying the brakes. Valve 3 may be closed at any time by operating handle 5 and the arm 13 may be restored by an operation of handle 12. Also, when the train has left the tunnel arm 20 may be restored to the position shown in Fig. 2- by a proper operation of the handle 19.

By constructing a long and short arm as described, and by the use of the clutches arranged adjacent the valve and between the long and short arms, a. structure is presented which will allow for a large clearance outside of a tunnel by reason of the long arm, and for a very small clearance in a tunnel by reason of the short arm. The device is adapted for use in any locality, as, for instance, on any open railway, bridge, tunnel or in subways where there is either steam or electrical power used, and may be so arranged as not to interfere with the clearance of the rolling stock either within a tunnel or without a tunnel. Another additional feature which is of importance is the fact that by reason of the clutches both arms may be moved out of operative position without opening valve 3, whereby a train may pass a danger signal without operating the automatic stop device and without applying the brakes, this, of course, being done under exceptional circumstances, as where there is a wreck ahead and the train is acting as a relief train.

What I claim is 1- 1. In an automatic stop device for trains, the combination with an air valve, of an operating shaft connected therewith, a long andshort arm for operating said shaft. and means for moving said long arm out of operative position without affecting the short arm.

2. In a device of the character described,

an air brake valve, a shaft connected to the air brake valve, :1 short arm connected with said shaft, :1 long arm arranged above said short arm, a clutch for connecting said arms together, and means for throwing said long arm out of operative position.

In a device of the character described, an air brake valve, a clutch member connected therewith, an operating shaft, a clutch member rigidly connected with said shaft and engaging said first mentioned clutch member, a short arm connected with said shaft whereby whenever said short arm is operated in one direction said air brake valve will be opened, a long arm associated with said short arm, a one-way clutch connecting said long armwith said short arm whereby when said long arm is operated in a predetermined direction said short arm and said shaft will also be operated for turning said valve, and means connected with said long arm for moving the same in the opposite direction to the first mentioned movement for moving the long arm out of operative position without affecting the position of the short arm.

a. In a device of the character described, an air brake valve, an operating shaft, a clutch for connecting said air brake valve with said shaft whereby when said shaft is moved in one direction said valve will be opened, a short arm rigidly secured to said shaft, a long arm arranged adjacent said short arm, a clutch for connecting said long arm to said short arm, said clutch operating only in one direction, and means for moving the long arm out of operative position without affecting the short arm, whereby the device may be used exteriorly of a tunnel where there is a large clearance and within a tunnel where there is a small clearance.

In a device of the character described, an air brake valve, a long arm, a short arm, a clutch for connecting the long arm with the short arm, said clutch and said long arm being, arranged to move to an inoperative position without affecting the short arm, an operating shaft connected with said short arm, and a one-way clutch connecting said shaft with said valve, whereby whensaid shaft and said short armare moved in a certain direction said valve will be opened and when moved in the opposite direction said valve will not be affected.

(5. In a. device of the character described,

an air brake valve, a shaft, a one-way clutch connecting said air brake valve and said "shaft, whereby said shaft may be freely ro- Whereb'y when the long arm is struck by a In testimony whereof I have signed my danger semaphore the short arm and shaft name to this specifiation in the presence connected therewith Will be rotated in such a of two subscribing Witnesses. direction as to open said valve, and means for THOMAS T. CHALONER.

vswinging said long arm from an operative Witnesses: I

to an inoperative position Without afi'ect- PnRoIvAL H. DAVIS, ing the short arm. ANDREW J. SMITH. 

